Railway signaling apparatus



Nov. 6, 1923.

E. S. TIDDEMAN RAILWAY SIGNALING APPARATUS 2 Sheets-Sheet 1 Filed July 24 1920 mgww Nov. s, .1923. 1,472,891

E. S. TIDDEMAN RAILWAY SIGNALING APPARATUS Filed July 24 1920 2 Sheets-Sheet 2 Patented Nov. 6, 1923.

UNITED stars-s E T QFFiiCE.

EDMUND SPENSER TIDDEIVIAN, 0F HOBNCHURCH, ENGLAND, ASSIGNOR 'IO W. R. SYKES INTERLOGKING SIGNAL COMPANY LIMITED, OF GLAP HATM, LONDON, ENG- LAND.

I sAiLwAY SIGNALING APPARATUS.

Application filed. July 24, 1920. Serial No. 398,786.

(GRANTED UNDER THE PROVISIONS or THE ACT or MARCH 3, 1921, 41 STAT. L., 1313.

T 0 all whom it may concern: 7

Be it known that I, EDMUND SPnNsnR TIDDEMAN, of \Vood End, Great Nehnes, Hornchurch, in the county of Essex, Eng

. land, a subject of the King of Great Britain,

have invented certain new and useful 1m provements in and Relating to Railway Signaling Apparatus (for which I have filed anapplication in England, May 1st, 191 Patent No. 6499), of which the tollo-wlng 1s a specification.

i This invention relates to that class of apparatus destined on the one hand to apply the brakes of a train or railway vehicle and give a corresponding danger signal 111 both cases by mechanical means and on the other hand to restrain the application ot the brakes and indication of the dangerslgnal by electrical means adapted to substitute a safety signal indication for that of the danger signal, the said electrical means embodying a polarized relay for the purpose of discriminating between safety signals on sin le line systems.

Now the object of the present invention 1s to effect a simplification by arranging that thedanger signal indication shall follow as the result of applying the brakes, the rush of air in the train pipe system due to such application sounding a whistle orsyren.

The invention further consists in the con struction and arrangement of partshereinafter described with reference to the accompanying drawings whereof Fig. 1 is a diagram of the general arrangement. Figs. 2 and 3 are elevations at right an lesone to the other and Fig. 4 is a plan 01' a portion of the apparatus employed, parts being 111 section.

As here shewn, a and b are two parts of a plunger adjustably connected together and working in a guide 0 carried by the locomotive for example. d is an insulated track ramp adapted to be connected to one pole of an earthed battery 6 by a switch 7 only when the signal is at line clear and f is an insulated shoe upon the plunger part 0; adapted to co-operate with the ramp cl which latter forces the plunger a b upwards againstthe pressure of a spring g. The tram pipe of the brake system is connected to a valve body it at '13, the arrangement being such that when the valve j in the body it is allowed to open,

ried by the plunger part b and of a magnet lever 79 shown as coupled tothe valve lever 11 liy a toggle link 1*.

he arrangement is such that every time the plunger a Z; encounters a ramp d whether it be electrically alive or dead, the valve lever 91, is released by the trigger 0, but unless the ramp be dead the said valve lever n is prevented from moving to open the brake valve by reason of the restraint exerted by the magnet controlled linkage system 3? r. The energizing of the magnet, which is indicated at 8, occurs when the ramp (Z encountered is alive irrespective of its polarity, the magnet circuit being earthed at t, as is also the circuit of a polarized relay a which, unlike the magnet s, discriminates between ramps of opposite polarity, and can thus be made to selectively complete the circuit o of a sig nal clear bell to.

The trigger 0 normally engages a stop w on the plunger part I) under a yielding load such as that of a spring y, the arrangement being-such that after the valve lever n has been released by the trigger a and moved to openthe'brake valve and blow the whistle, the trigger with descent of the plunger will remain behind through engagement with the projection n on the lever n until the latter is reset'when it is returned by the reaction of the spring 3/ to again engage its stop w.

The resetting of the valve lever r i s effected by a link a connected by a bell crank 1 to the piston of an air motor 2 to which fluid can be supplied by piping 3 from a suitable reservoir under the control of a button valve 4: upon the vehicle.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be formed, I declare that what I claim is:

1. In railway signal apparatus, the combination' of an air brake system, awhistle connected therewith, a brake valve in said system controlling the connection with said whistle, a lever for maintaining saidvalve in its closed position, a slidable plunger, and a trigger carried by said plunger and arper-j ranged to lock and unlock the brake valve lever in accordance with the movements of said plunger.

2. In railway signal apparatus, the combination of an air brake system, a whistle connected therewith, a brake va ve in said system controlling the connection with said whistle, a lever for maintaining said valve in its closed position, a slidable plunger, a trigger carried by said plunger and arranged to lock and unlock said brake valve lever in accordance with the movements of said plunger, an electro-magnetand a linkage system connected with said brake valve lever and controlled. by said electro-magnct to lock said brake valve lever in its operative position or to permit it to move to an inoperative position whereby the brake valve is opened and the whistle sounded.

3. In railway signal apparatus, the combination of an air brake system, a whistle connected therewith, a brake valve in said system controlling the connection with said whistle, a lever for maintaining said valve in its closed position, a slidable plunger, a trigger carried by said plunger and arranged to lock and unlock said brake valve lever in accordance with the movements of said plunger, an electro-magnet, a linkage system connected with said brake valve lever and controlled by said electro-magnet to lock said brake valve lever in its operative' position or to permit it to move to an inoperative position whereby the brake valve is opened and the whistle sounded, and means for resetting said brake valve lever to its operative position.

4. In railway signal apparatus, the con1- bination of an air brake system, a whistle connected therewith, a brake valve in said system controlling the connection with said whistle, a lever for maintaining said valve in its closed position, a slidable plunger, a trigger carried by said plunger and arranged to lock and unlock said brake valve lever in accordance with the movements of said plunger, an electro-magnet, a linkage system connected with said brake valve lever and controlled by said electro-magnet to lock said brake valve lever in its operative position or to permit it to move to an inoperative position whereby the brake valve is opened and the whistle sounded, and a pneumatically operated resetting motor connected with said linkage system for resetting said brake valve lever to its operative position.

5. In railway signal apparatus, the combination of an air brake system, a whistle connected therewith, a brake valve in said system controlling the connection with said whistle, a lever for maintaining said valve in its closed. position, a, slidable plunger,

a trigger carried by said plunger and arranged to lock and unlock the brake valve lever in accordance with the movements of said plunger, and a stationary ramp on the permanent way for operating said plunger.

6. In railway signal apparatus, the combination of an air brake system, a whistle connected therewith, a brake valve in said system controlling the connection with said whistle, a lever for maintaining said valve in its closed position, a slidable plunger, a trigger carried by said plunger and arranged to lock and unlock said brake valve lever in accordance with the movements of said plunger, an electro-magnet and a linkage system connected with said brake valve lever and controlled by said electro-magnet to lock said brake valve lever in its operative position or to permit it to move to an inoperative position whereby the brake valve is opened and the whistle sounded, a contact-shoe carried by said plunger, an electrically-conductive stationary ramp on the permanent way for contacting with said shoe and operating said plunger, a trafficcontrolling signal adjacent the permanent way, an electric circuit and a switch therein closed when said signal indicates line clear, said circuit, when such indication is given and the plunger-shoe contacts with the ramp, including the ramp, the contactshoe, and said elect-ro-magnet.

7. In railway signal apparatus, the combination of an air brake system, a whistle connected therewith, a brake valve in'said system controlling the connection with said whistle, a lever for maintaining said valve inits closed position, a slidable plunger, a trigger carried by said plunger and arranged to lock and unlock said brake valve lever in accordance with the movements of said plunger, an electro-magnet and a linkage system connected with said brake valve lever and controlled by said electro-magnet to lock said brake valve lever in its operative position or to permit it to move to an inoperative position whereby the brake valve is opened and the whistle sounded, a contact-shoe carried by said plunger, an electrically-conductive stationary ramp on the permanent way for contacting with said shoe and operating said plunger, a trafficcontrolling signal adjacent the permanent way, an electric circuit and a' switch therein closed when said signal indicates line clear, said circuit, when such indication is given and the plunger-shoe contacts with the ramp, including the ramp, the contact shoe and said electro-magnet, and an electric bell on the train, controlled by the same circuit.

EDMUND SPENSER TIDDEMAN. 

